Ross McIntyre

Ross McIntyre
(1923 - 2016)

Alexander Mclntyre was born in Chatswood, NSW on the 21st May 1923. He was the younger son of Alexander John and Blanche Emily. His primary education was at Roseville Primary School between 1928 and 1935, and then North Sydney Boys' High School between1936 and 1939. He attended the University of Sydney from 1940 to 1943, and graduated as BE (Civil).

While at University, Mclntyre worked in Eastaway's engineering workshop to gain practical experience and in 1941 he joined the Institution of Engineers, Australia. In 1942, again for practical experience, he worked for the Department of Main Roads (NSW) on Inland Highway Number 42 near Charters Towers in Queensland.

Following graduation in 1943, while awaiting call up by the RAAF, he joined the Metropolitan Water Sewerage and Drainage Board (MWS &DB, now Sydney Water) as a Professional Officer General Scale and worked in the Design Office on sections of the Warragamba pipeline. In 1943 he joined the RAAF and attended the School of Administration as Aircraftsman Class 1 for three months (accommodated in Ormond College University of Melbourne) and was promoted to Pilot Officer.

He spent a short time at the Plant Operators' Training School (Lara, Victoria) and at Albert Park Headquarters before being posted to No: 5 Mobile Works Squadron (later No: 5 Airfield Construction Squadron) at Ransford (Melbourne Cricket Ground).

In 1944 the squadron staged at Liverpool NSW, departing in a US Liberty ship for Lae PNG. It staged at Lae prior to landing from LSTs (landing ship tanks) in the assault on Aitape PNG in April 1944.

The squadron worked on engineering activities such as airstrip maintenance (of PSP - pierced steel planks), water points, bridge building, sawmill activities and aviation fuel tanks.

In July 1944, the squadron went in with the invasion force, landing from LSTs at Noemfoor Island (Dutch New Guinea). This was a coral island, and the squadron constructed both a fighter strip (Kamiri) and a bomber strip (Kornasoran) using crushed coral. Time was of the essence on this work, and it proceeded 24 hours per day seven days a week. We worked three shifts a day, and to allow for the heat during daylight the day shifts were of 6 hours each commencing at 0700 and finishing at 1900 hours. The night shift was from 1900 to 0700 hours. Illumination at night was from mobile generator sets and standard lights and, when available, from army searchlights set up at each end of the airstrip. Naturally, the work attracted enemy aircraft, and there were several raids, especially at night which called for rapid action to extinguish all lights.

The coral formed a wonderful surface for the airstrips - it was very hard and wore well - and for maintenance had to be well watered before the graders could touch it. Usually three or four graders were able to be mustered and these worked together side by side from one end of the airstrip to the other thereby enabling the work to be finished in one shift - usually the night shift.

The airstrips were constructed on coconut plantations – generally the trees could be cleared reasonably easily except the outer row along the seashore which were cultivated to "protect" the others and were accordingly difficult to topple. Chainsaws were not available (or invented?) and ramps had to be dozed up to allow a bulldozer to get a better leverage and so topple them. I was the officer in charge of one of the shifts and the shifts were rotated timewise each week. McIntyre was promoted to Flying Officer on 29 July 1944.

He was also given the task of putting in a trial road (fly line) from the airstrips to the other side of the island. This was in unsecured country and initially there was only the plant operator and McIntyre plus his Thompson sub-machine gun and revolver. At the same time, he was approached to assist in burying many Japanese who had unsuccessfully tried to overrun a machine gun emplacement. The squadron had its own defence team but for extra "security" they had tins strung around the tents to give some extra warning of hostile intruders and guns were always handy.

In January 1945 he was sent to Biak Island (which had been occupied by American forces) with a small group to prepare to maintain various facilities on the island. The major activity was airfield maintenance and aviation fuel tank construction. In May, the squadron embarked en route to its next task. It rendezvoused with other vessels at Moratai Island and in June took part in the invasion of Labuan Island (Borneo). As in the previous cases, the bombardment was ear shattering as naval vessels and aircraft pounded the area. Again, time was of the essence as the squadron struggled to make the airstrip serviceable with bomb craters full of water and the whole area wet. C47 Dakotas (DCS) and Kittyhawk fighters were able to land a week after the invasion. When the area had dried and consolidated sufficiently, the surface of the airstrip was sealed with bitumen. Aggregate was needed for this operation, and it is believed, much to the chagrin of the population of Victoria town, bricks were crushed and used.

In September, after the Japanese capitulation, McIntyre was sent with a detachment of plant operators to Kuching on a mother ship for torpedo boats. The purpose of the exercise was to make the local airstrip suitable for C47s to evacuate allied prisoners of war. We transferred to a motor torpedo boat to go up-river to the town. McIntyre had to find the airstrip so found a rickshaw driver and by sign language and with the help of a tin of food they set off. McIntyre walked beside him most of the way but when a group of Japanese soldiers came in sight, the driver insisted that McIntyre ride. As the Japanese were armed and McIntyre thought he may be a long way from the capitulation organisers, he kept his Thompson handy. The airstrip was quickly readied, and the evacuation carried out. The POWs were so emaciated that the aircraft could carry far more of them than it would regular servicemen.

Unexpectantly, presumably to others in Kuching, a Japanese aircraft landed, and some six, apparently high-ranking, Japanese disembarked. After lining them up against the aircraft and disarming them, McIntyre sent one of the few men available into town for assistance. McIntyre returned to Australia courtesy Dutch Catalina via Darwin, Cairns, Brisbane and Sydney, and was discharged on 3 Decemberv1945. In 1946, after being demobilised, Mclntyre rejoined the MWS & DB and worked on pipeline and tunnel investigation work. He joined the Commonwealth Department of Civil Aviation in Melbourne and worked on the preliminary survey for the current Hobart airport.

From 1944 to 1950 McIntyre studied, largely by correspondence from Sydney Technical College, for a Health Inspector certificate and this was awarded on 31 December 1948, a Local Government certificate as Health Inspector and this was awarded on 30 August 1950 and a Local Government certificate as Engineer and this was awarded on 24 September 1948.

Mclntyre was seconded from the Commonwealth Public Service to the Snowy Mountains Hydro-electric Authority in 1950. He started in the Sydney office at Alexandria, working on preliminary road location in the Guthega area.

He married Mary Elizabeth McLeod in 1951, and they had three children, Heather, Joy and Dugal.

In 1952 he was transferred to the Cooma Office as Plant Engineer and then to works planning involving investigation of supply and storage of bulk cement for major projects and location of access roads and camps. Mclntyre compiled the "Snowy Safety Manual" and also spent some time with the Major Contracts Section, working on the letting and subsequent examination and award of contracts for major construction works.

In 1953 he trained for ten months with the United States Bureau of Reclamation where he worked on Sly Park Dam and Tunnel in California, Folsom Dam and Power Station in California, Kerwin Dam in Kansas, Pactola Dam in South Dakota and Denver Office in Colorado.

In 1954 Mclntyre transferred to the Cabramurra Office as Officer Engineer, though he was often on site covering major contracts in the field. In 1956 he was a co-ordinating officer for the visit of His Royal Highness, the Duke of Edinburgh. In 1958 he was transferred to Tantangara as Resident Engineer for the construction of a concrete gravity dam and the ten-mile Murrumbidgee to Eucumbene Tunnel. In that year he also presented a paper on concrete technology to the Engineering Conference of the Institution of Engineers, Australia. Mclntyre transferred to the Head Office in Cooma in 1961 and worked in the Major Projects Section acting for the Chief Engineer when necessary. In 1962 he was transferred to the Khancoban Office as Senior Resident Engineer responsible for supervision of construction of all works on the western side of the mountains. This included Geehi Dam, Snowy - Geehi Tunnel, Geehi - Murray Tunnel, Murray 1 Power Station, penstocks and Tailrace Dam, Khancoban Dam and the Murray 2 Power Station. In 1964 Mclntyre was one of a group of engineers who won the Institution Medal for their paper on tunnelling.

In 1966 secondment to the SMHEA was terminated and rejoined the Commonwealth Public Service as Assistant Director Construction with the Department of Works (ACT). Subsequently the department had other names such as Housing and Construction. The position was accountable for all departmental construction in the ACT which included Corin Dam, Googong Dam, Bendora water pipeline, Lower Molonglo Water Quality Control Centre, roads, water supply, sewerage and drainage, school buildings, hospitals and other multi-storied buildings. The department operated a quarry, bituminous concrete plant, sawmill and cement products factory.

In 1967 McIntyre assisted the PNG Port Moresby office in assessing a claim by a contractor for damages alleged during construction of Roma Power Station. He served on the Director-General's Special Committee for development of and introduction of project management into the department. He introduced project management into the ACT Region in 1974 and also joined Federal Golf Club.

In 1972 he attended the Australian Administrative Staff College at Mt. Eliza Victoria for 3 months on AC42.

He was a Member of the Australian Water and Waste Water Association.

From 1973 to 1974. He was chairman of the Canberra Division of The Institution of Engineers Australia. In 1974 he was appointed Director of Housing and Construction in the ACT Region, accountable for the design, construction and administrative arrangements for the ACT office which encompassed over 2000 professional, administrative and trades persons.

McIntyre was a Member of the ACT Advisory Council, a Member of the Board of Canberra Brickworks, and a Member of the Stores and Supply Board.

Mclntyre stated that the Snowy project was the start of multiculturalism in Australia. The mix of nationalities learned to get along together, to overcome language barriers and to have mutual respect for one another. He also said that Sir William Hudson was 'light years' ahead of his contemporaries and strove to make the Snowy Scheme known to all Australians. Mclntyre saw his time in the Snowy Scheme as invaluable.

McIntyre was a member of:

The Institution of Engineers, Australia.

The Australian Water and Waste Water Association.

The ACT Advisory Council.

The Board of Canberra Brickworks.

The Stores and Supply Board.

The Federal Golf Club.

The Corryong Golf Club

McIntyre accompanied the following on visits to various works:

HRH Queen Elizabeth and Prince Phillip in the Snowy – Geehi Tunnel.

HRH Princess Alexandra in the Murrumbidgee – Eucumbene Tunnel.

HRH The Queen Mother and Prince Charles at the Murray 2 Power Station.

The Duke and Duchess of Gloucester to sites at Khancoban.

In 1983 he acted as Director, Queensland Region in the Brisbane office for 3 months and in 1984 retired from the Commonwealth Public Service

Alexander McIntyre died on 30 My 2018.

Prepared by Patricia Taaffe, July 2003, from an oral history interview with Alexander Mclntyre conducted by Matthew Higgins on 25.02.99.

Other activities.

• McIntyre coordinated and edited the section dealing with Sir William's career as Commissioner in the Sir William Hudson biography published by the Fellows of the Royal Society.

• He served on the Heritage Committee of the ACT Division as chairman, secretary and treasurer at various times after 1985.

• Member of the Excellence Committee of the Canberra Division IEAust on two occasions.

• Wrote a paper in 1987 for the Diamond Jubilee of the Canberra Division which covered highlights of the Division's activities from 1927.

• Through Sir William helped to organise the first reunion of ex-Snowy personnel. This was held annually in Canberra from 1973.

• Honorary. Treasurer of the Probus Club of Canberra.

• Listed in Who's Who in Australia 1985.

• Joined Canberra Forrest Bowling Club 1997.

• Appeared as a witness for the SMHEA in a court case brought by a contractor in connection with the excavation contract for Murray 2 power station (1968).

• Acted as a reviewer and provider of statistical information to "Choice" magazine for many years.

SNOWY ADDENDUM.

• As a youngster I was interested in making or building things in my father's modest workshop, as well as watching activities such as road construction (and riding on the steam roller associated with that) - even men operating jack hammers intrigued me. These interests widened and certainly formed a large part in my wish to be associated with the Snowy scheme. I applied to join Snowy in about August 1949 but had no response so applied for a position on the Kiewa development. I was offered a position at Kiewa but decided to check with Snowy and found the application had been lost – a reapplication and interview was quickly arranged and a position offered (albeit lower than my position at DCA) and accepted. DCA then refused to release me but eventually obliged when they realised how determined I was to leave. Resignation would have cost me some years of superannuation and seniority but at that time it was less attractive than what I saw ahead with Snowy. This reluctance to release me had been encountered previously when applying for a position with another Commonwealth department - apparently there was some agreement in place between departments to prevent movement of staff.

• Aeroplanes have also been one of my interests and I first flew about 1931 - Mascot (now Kingsford-Smith) was then only a grassed paddock. Naturally I joined the RAAF but not as a pilot, as I would have preferred, but as an engineer officer. This interest drew me to DCA and the knowledge and contacts gained there was useful to the Snowy in selection of the site for Cooma airport and also in discussions with the Commissioner regarding suitable aircraft for the SMA.

Sir William Hudson's influence on me has been tremendous - I recognise him as a taskmaster demanding high performance but a man who was a born leader for the type of challenge offered by the scheme. He was literally light years ahead of his contemporaries to head such an undertaking. He introduced aerodromes and aircraft to counter the distance and time problem, he created his own communication systems when the PMG could not provide, he developed a rehabilitation centre for injured workers and thereby also reduced insurance premiums, he sent more than 100 employees to train in the US, he engaged USBR advisers for onsite assistance, he introduced (first in Australia) seatbelts and enforced their use and he encouraged community pride by introducing garden and skiing competitions.

• Hudson was a tireless worker and expected much the same from his officers ( I have heard that when he rang Tom Leach on one occasion he noted Tom's responses to be unusual until told that after all it was 2am! Another story is that he came upon a worker leaning on his shovel so told him he was sacked - but the worker responded that he was a PMG employee not SMA).

• Hudson was completely honest and of high moral calibre.

• Hudson instilled a sense of esprit-de-corps throughout the Snowy. He formed the Old Hands Group, being those who joined by June 1950, made up of everyone from the lowest to the highest. In 1972 I suggested to Hudson that we have a reunion in Canberra and he was very enthusiastic and supportive. At the last reunion that he was able to attend he extolled us "... to stick together".

• The esprit-de-corps covered all segments of the scheme. Hudson was as comfortable in the company of all site employees as he was with visiting dignitaries. He appeared to really enjoy talking to those who were "really getting things done" be they supervisors or labourers. Lady Hudson was similarly oriented and frequently visited regions to talk to the womenfolk - not infrequently she entertained them at lunch which she had brought with her. What we now call multiculturism was just a way of life in the Snowy days. Both the Hudsons worked hard to ensure that the workforce was a cohesive body regardless of ethnic origins. Multiculturism was spawned in the Snowy and would have developed quietly over succeeding years but unfortunately became a football for all and sundry to kick about. Hudson's industrial relations was a hands-on system. Innovator that he was meant that he brought a retired judge into the system to visit regularly and to facilitate harmony in the workforce. I think that Hudson did not always agree with the judge's decisions. Hudson offered opportunities that were often different e.g. in my case I was asked to organise the opening of Cooma Airport, the closing of the gates at Adaminaby Dam, the visit of the Governor -General and the visit of HRH the Duke of Edinburgh. Not engineering but exercises in adaptation and attention to detail.

Hudson set the public relations scene for many years to come:

- On one occasion he invited every member of Federal Parliament to visit the scheme. This was eminently successful and I believe deflected any attempt to restrict Snowy's progress.

- He had pamphlets distributed to every visitor and sought their comments and these were returned directly to him.

- He set out to make the scheme known to every Australian and thereby feel part of it. He had coach and car tours organised to give the opportunities to see and be involved in the great Australian construction activity.

- He attended as many regional functions as possible thereby helping to bring the families into the scheme's esprit-de-corps and proud to belong to the Snowy "family".

- Hudson made himself available to discuss regional problems. In the case of Tantangara, which proved to be the coldest Snowy township, but being of lower elevation than Cabramurra was not eligible for home heating concessions, he was prepared to look at figures and granted the same concessions. This was good PR.

- Hudson was also aware of family disruption caused by away-from-home work. In my case when organising the Duke's tour (which took 6 weeks), he invited my wife and our 2 young daughters (our son arrived in 1959) to come to Cooma from Cabramurra and stay in the Visitor's Cottage for 4 weeks.

There was always continuous pressure to achieve goals both in day labour and contracts. In the major contracts area, goals had been set in the contract and the Authority's officers had to interact with those to avoid delays or cause interferences. Either of these could lead to financial or extension of time claims - both costly. Quality was very high on the Authority's agenda and contractors knew this and that it would be enforced.

Coping with harsh and primitive conditions was certainly a challenge because most Australians had never lived or worked under such conditions. Blizzards, frozen locks, frozen car brakes, and frozen toilets and taps were new experiences to be met and overcome. From a transportation point of view, it was fortuitous that Land Rovers were available - without 4WD vehicles investigation and construction work would have been slower, more tedious and more dangerous. On the household front, large stocks of wood for cooking and heating had to be split and stored for the winter. Initially, the cooking stoves were the antiquated Bega brand and unsuited for the type of wood available and the requirement to operate the hot water system. These were replaced with slow combustion types. In winter, clothing froze on the line and drying became a household problem to be solved when electric dryers were made available. Frost on the inside walls was also a concern and even additional heating did not really solve. Also at Cabramurra, supplies had to be ordered from Tumut with delivery 5 days later and each household had to hold sufficient supplies for at least 7 days to cover the occasions when supplies could not get through. On the works side, access to the site was a greater problem in winter, fresh concrete had to be protected from freezing and cured usually with warm water. Special provision had to be made to provide hot water to the concrete batch plant to ensure that the batch arrived on site in good condition.

Tantangara Dam site was a particularly cold place with cold winds down the valley making conditions additionally hazardous and unpleasant. Very early one morning on one occasion I must have kept my mouth shut for too long and found that my damp lips had frozen together - no real problem to undo but indicative of the chill weather.

Currently there is considerable action about productivity and associated economics. Tantangara Dam was finished ahead of the tunnel and there was a large potential snowmelt upstream which would more than fill the reservoir. It was decided that stoplogs would be installed across the spillway to contain all the water which had considerable potential value. This proved very successful, none was wasted and the tunnel eventually conveyed it all to Lake Eucumbene.

Contractors brought in equipment that was usually state-of-the -art. Americans usually used heavy rock drills fixed to the drill jumbo whereas Europeans usually used the lighter manhandled air-leg equipment. One contractor developed and introduced a world's first "sliding floor" device for tunnel driving. This overcame the delays previously experienced in extending the rail tracks after each round and did it by having a large steel flat surface fitted with the appropriate rails and which could be pushed forward to the face.

Major Contracts personnel worked hard to establish and maintain appropriate commercial relationships with staff of the contractors. They had to be careful never to get into a position that may compromise their capacity to enforce any matter with the contractor. I believe these good relations were maintained.

Training in the US was a marvellous opportunity to learn how an organisation of world renown ran its contracts. The US Bureau of Reclamation is long established and highly regarded and carries out work of a nature similar to that proposed in the Snowy. It is well versed in contract administration which was all new territory for trainees. Its officers that I met in Denver and also on several works sites were without exception very approachable and willing to help.

The Authority started with a clean sheet as far as precedence, procedures and prejudices were concerned. Responsibility was passed down the line and this created an out-going, get-the-job-done attitude which was tempered with rationality. This differed very markedly from the usual attitudes of the time and the conditions that most professionals had worked under. But it showed what could be done with somewhat limited resources.

Some years later I introduced project management to a regional government department and that went some way to shift responsibility down the line.

Living in a town such as Cooma was a shock to many, particularly womenfolk who were used to city life. But the regional townships were even greater shocks because of the isolation and often inhospitable weather. Nevertheless, people quickly joined forces and even in the more remote areas it was surprising what talent existed. At larger centres a Snowy officer facilitated matters. Groups such as CWA, speakers club, P & C Association, pre-school, little theatre, discussion groups, Brownies and tennis clubs were formed in various townships. Schooling for primary students was provided at most centres but high school students had to board in Cooma during the week.

We lived in Snowy construction townships (Cabramurra, Tantangara, Khancoban) for a total of 12 years of the 17 we spent with Snowy. The remainder were spent in Sydney, Cooma and the USA. We moved house 4 times in addition to the arriving and departing moves. The areas in which we lived were beautiful - mountains and valleys - and our children loved them and the freedom of the townships. Parents generally did not have to keep such a close eye on the whereabouts of their children, as they do these days.

I asked each of our children to describe the impact and influence that Snowy had had on them and their family. I was surprised (and delighted) at the depth of their feelings and the impression that their experiences had made. It is obvious that the esprit-de-corps generated by Hudson had not gone unnoticed or felt by the young folk.

Words such as "the growing pride that bursts from me when asked about my childhood - my Mum helped start up the Child Care Centre at Cabramurra (where snow drifts went up to the eaves) - my Dad was sent to train in the USA on dam building and tunnelling and he was Resident Engineer on Tantangara Dam and both Mum and Dad were part of a team of individuals and families that endured hardships and extremes that are hard for me to imagine now, let alone explain to others".

Our children feel privileged to have had such an interesting childhood compared to most others, in that they were associated with a unique part of Australian history in the making. At the same time as they enjoyed the benefits of country life, they were living in a township which was more dynamic, had better educational focus and had the benefit of contact with people from different backgrounds and countries. From a child's point of view, it was also an egalitarian community. All children went to the same school, lived in almost identical transportable houses and shared the same amenities. The children of the communities worked and played together regardless of whether their fathers were labourers or engineers. It was an early introduction to the multicultural society which Australia is today.

The children developed a sense of self sufficiency and independence through seeing life in isolated communities. They also appreciate having seen communities working together to improve its amenity whereas regular country towns of the same size were relatively disadvantaged.

They also feel that the isolation and make-do lifestyle spawned the relatively frugal and practical way of life for which they are grateful these days. It brings them back to Earth quickly after an indulgence! They feel for their children not having the same degree of freedom as they enjoyed because they live in the city, while one considers that family illnesses in the remote townships provided some impetus to become a medical practitioner.

We all go back to Snowy, some to ski, some to camp and bushwalk and some to visit old pastures but also with the objective of introducing the younger generation to the mighty Snowy works and explaining to them with pride that we had all been part of the Snowy Scheme.

To access an oral history interview with Ross McIntyre recorded by Engineering Heritage Sydney please use this link:'

https://heritage.engineersaustralia.org.au/wiki/Oral_Histories_Sydney

To access an oral history interview with Ross McIntyre recorded by Engineering Heritage Canberra please use this link:'

https://www.library.act.gov.au/__data/assets/pdf_file/0020/428330/ross-mcintyre.pdf